Fender located pedestrian protection airbag

ABSTRACT

A number of variations may include a product comprising an airbag mounted in a fender region laterally adjacent a hood and forward of a vehicle side door which deploys from the fender region when activated to protect a pedestrian from impacting at least a portion of the frontal area of a vehicle structure.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.61/820,982, filed May 8, 2013.

TECHNICAL FIELD

The field to which the disclosure generally relates to includes apedestrian protection airbag.

BACKGROUND

A vehicle may have one or more airbags.

BRIEF DESCRIPTION OF THE DRAWINGS

Select examples of variations will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1 illustrates a view of a location of an airbag module according toa number of variations.

FIG. 2 illustrates a cushion design according to a number of variations.

FIG. 3 illustrates a cushion design according to a number of variations.

FIG. 4 illustrates a cushion design according to a number of variations.

FIG. 5 illustrates an internal tether according to a number ofvariations.

FIG. 6 illustrates an internal tether according to a number ofvariations.

FIG. 7 illustrates a cushion panel according to a number of variations.

FIG. 8 illustrates a tether assembly according to a number ofvariations.

FIG. 9 illustrates a cushion panel according to a number of variations.

FIG. 10 illustrates a cushion panel according to a number of variations.

FIG. 11 illustrates a cushion panel assembly according to a number ofvariations.

FIG. 12 illustrates a cushion assembly according to a number ofvariations.

FIG. 13 illustrates a cushion assembly according to a number ofvariations.

FIG. 14 illustrates a cushion assembly according to a number ofvariations.

FIG. 15 illustrates a tether assembly attached to a vehicle structureaccording to a number of variations.

FIG. 16 illustrates a tether assembly position in the vehicle accordingto a number of variations.

FIG. 17 illustrates a rod or tether assembly attached to a vehiclestructure according to a number of variations.

FIG. 18 illustrates a close up of the cushion assembly according to anumber of variations.

FIG. 19 illustrates an inflated airbag according to a number ofvariations.

FIG. 20 illustrates an inflated airbag according to a number ofvariations.

FIG. 21 illustrates an inflated airbag according to a number ofvariations.

FIG. 22 illustrates a close up of a cushion assembly tether according toa number of variations.

FIG. 23 illustrates a cushion assembly according to a number ofvariations.

FIG. 24 illustrates a cushion assembly according to a number ofvariations.

FIG. 25 illustrates a cushion assembly according to a number ofvariations.

FIG. 26 illustrates a sectional view of an airbag module according to anumber of variations.

FIG. 27 illustrates a sectional view of an airbag module according to anumber of variations.

FIG. 28 illustrates a close up of an interface feature on an inflatoraccording to a number of variations.

FIG. 29 illustrates a close up of an airbag attachment feature accordingto a number of variations.

FIG. 30 illustrates a close up of an airbag attachment feature accordingto a number of variations.

FIG. 31 illustrates a close up of an airbag attachment feature accordingto a number of variations.

FIG. 32 illustrates a sectional view of an airbag module according to anumber of variations.

FIG. 33 illustrates a sectional view of an airbag module according to anumber of variations.

FIG. 34 illustrates a close up of an attachment device according to anumber of variations.

FIG. 35 illustrates a close up of a hood hinge structure according to anumber of variations.

FIG. 36 illustrates a hood hinge structure according to a number ofvariations.

FIG. 37 illustrates a hood hinge structure according to a number ofvariations.

FIG. 38 illustrates a hood hinge structure according to a number ofvariations.

FIG. 39 illustrates a hood hinge structure according to a number ofvariations.

FIG. 40 illustrates a hood hinge structure according to a number ofvariations.

FIG. 41 illustrates a hood hinge structure according to a number ofvariations.

FIG. 42 illustrates a close up sectional view of an inflator nozzleaccording to a number of variations.

FIG. 43 illustrates a close up sectional view of an inflator nozzleaccording to a number of variations.

FIG. 44 illustrates a close up sectional view of an inflator nozzleaccording to a number of variations of the invention.

FIG. 45 illustrates a close up sectional view of an inflator nozzleaccording to a number of variations of the invention.

FIG. 46 illustrates a housing configuration according to a number ofvariations.

FIG. 47 illustrates an inflated airbag according to a number ofvariations.

FIG. 48 illustrates an inflated airbag in relation to the vehicleaccording to a number of variations.

FIG. 49 illustrates an airbag deployment door according to a number ofvariations.

FIG. 50 illustrates an airbag deployment door according to a number ofvariations.

FIG. 51 illustrates a sectional view of an airbag deployment dooraccording to a number of variations.

FIG. 52 illustrates an airbag housing according to a number ofvariations.

FIG. 53 illustrates an airbag housing according to a number ofvariations.

FIG. 54 illustrates a close up of the frontal region of a vehicleaccording to a number of variations.

FIG. 55 illustrates a close up of the frontal region of a vehicleaccording to a number of variations.

FIG. 56 illustrates a close up of the frontal region of a vehicleaccording to a number of variations.

FIG. 57 illustrates a close up of the frontal region of a vehicleaccording to a number of variations.

FIG. 58 illustrates a close up of a frontal region of a vehicleaccording to a number of variations.

FIG. 59 illustrates a close up of a frontal region of a vehicleaccording to a number of variations.

FIG. 60 illustrates an inflated airbag according to a number ofvariations.

FIG. 61 illustrates a close up of a frontal region of a vehicleaccording to a number of variations.

FIG. 62 illustrates an inflated airbag according to a number ofvariations.

FIG. 63 illustrates a close up of a vehicle body according to a numberof variations.

FIG. 64 illustrates an airbag module housing according to a number ofvariations.

FIG. 65 illustrates various airbag components according to a number ofvariations.

FIG. 66 illustrates a close up of a fender region of a vehicle accordingto a number of variations.

FIG. 67 illustrates a close up of a vehicle underneath the hoodaccording to a number of variations.

FIG. 68 illustrates a sectional view of a fender and airbag moduleaccording to a number of variations.

FIG. 69 illustrates a sectional view of a fender according to a numberof variations.

FIG. 70 illustrates a sectional view of a fender according to a numberof variations.

FIG. 71 illustrates a sectional view of a fender according to a numberof variations.

FIG. 72 illustrates a close up of a fender region of a vehicle accordingto a number of variations.

FIG. 73 illustrates a sectional view of a fender region of a vehicleaccording to a number of variations.

FIG. 74 illustrates a close up of a fender region of a vehicle accordingto a number of variations.

FIG. 75 illustrates a close up of a trim piece feature according to anumber of variations.

FIG. 76 illustrates a sectional view of a fender region according to anumber of variations.

FIG. 77 illustrates a sectional view of a fender region according to anumber of variations.

FIG. 78 illustrates a close up of a fender according to a number ofvariations.

FIG. 79 illustrates a close up of a fender according to a number ofvariations.

FIG. 80 illustrates a close up of a fender according to a number ofvariations.

FIG. 81 illustrates a close up of a fender according to a number ofvariations.

FIG. 82 illustrates a sectional view of a fender region according to anumber of variations.

FIG. 83 illustrates a tether according to a number of variations.

FIG. 84 illustrates a tether according to a number of variations.

FIG. 85 illustrates a close up of a fender region according to a numberof variations.

FIG. 86 illustrates a close up of a fender region according to a numberof variations.

FIG. 87 illustrates a close up sectional view of the fender according toa number of variations.

FIG. 88 illustrates a sectional view of a hood attachment according to anumber of variations.

FIG. 89 illustrates a partial sectional view of an airbag modulehousing.

FIG. 90 illustrates a partial sectional view of an airbag modulehousing.

FIG. 91 illustrates a partial sectional view of an airbag modulehousing.

FIG. 92 illustrates a grommet according to a number of variations.

FIG. 93 illustrates a close up of a module housing and section view of agrommet according to a number of variations.

FIG. 94 illustrates a close up of a deployment door on a module housingaccording to a number of variations.

DETAILED DESCRIPTION OF ILLUSTRATIVE VARIATIONS

The following description of the variations within the scope of theinvention is merely illustrative in nature and is in no way intended tolimit the scope of the invention, its application, or uses.

A pedestrian protection airbag module 81 may be located in at least onefender region 1 of a vehicle 13. The pedestrian protection airbag module81 may be configured in any of a number of variations so that whendeployed, it may protect or lessen an injury to a pedestrian who mayimpact the frontal region 15 of the outside of the vehicle 13.

Referring to FIGS. 1-3, in a number of variations, a pedestrianprotection airbag module 81 may be located in the fender region 1laterally adjacent and below a vehicle's hood 3 and forward of a vehicleside door 11, a variation of which is illustrated in FIG. 1. Thepedestrian protection airbag module 81 may be attached to the vehiclestructure 13 inside the fender region 1. The pedestrian protectionairbag module 81 may also have an attachment device or an integral metalconnection which mates the vehicle 13 and the pedestrian protectionairbag module 81 together and which may ground (electrically bond) anairbag module 81 inflator 129 to the vehicle body 13.

In a number of variations, the pedestrian protection airbag module 81may have a deployment door 19 which may be a separate piece on themodule 81 or a separate piece adjacent the module 81 which may bevisible after installation, a variation of which is illustrated inFIG. 1. The pedestrian protection airbag module 81 may have a housing (avariation of which is illustrated in FIG. 26). In a number ofvariations, the housing may be constructed and arranged to prevent waterintrusion while the pedestrian protection airbag is in an undeployedstate. The module housing 143, may comprise a single unitary piece ormay include several pieces which may include angled or curved surfacesand may include optional ribs to form a surface like a ramp to guideand/or direct the cushion 55 to deploy away from adjacent components.Likewise, adjacent components may have similar surfaces included thatmay be integral to them or separate parts to guide and/or direct thecushion 55 away from them during deployment. The pedestrian protectionairbag housing may comprise any of a number of materials including, butnot limited to plastic, rubber, and/or metal.

In a number of variations, a pedestrian protection airbag module 81 maydeploy above the hood 3 without the hood 3 lifting. A pedestrianprotection airbag module 81 may include at least one flap 8, a variationof which is illustrated in FIG. 3, which may be located external to theairbag module 81 which may protect the airbag cushion assembly 55 fromany of a number of vehicle components based on where it is positioned,including, but not limited to, the fender 9, an A-pillar 7, the hood 3,a windshield wiper 17, a hood hinge mechanism, a deployment door 19, awiring harness, a side door, or any localized body attachments or trim.

The pedestrian protection airbag 81 may be configured to providecoverage over the frontal region of the vehicle 15 including, but notlimited to, a portion of the hood 3, one of the lower and outerwindshield 5, an A-pillar 7, or a fender 9 when the airbag module 81 maybe deployed. In one variation, a pedestrian protection airbag cushionassembly 55 may have a general “I” shape or single lobe design 21, avariation of which is illustrated in FIG. 2, which may deploy along theA-pillar 7. In another variation, the pedestrian protection airbagcushion assembly 55 may have a general “L” shape 23, a variation ofwhich is illustrated in FIG. 3, which may deploy along the A-pillar 7,the rearward region of the hood 3, and the lower windshield 5. The “L”shaped cushion assembly 55 may also be optionally oriented to deployalong the rearward region of the hood 3, the lower windshield 5 and theoutboard region of the hood 3 (not illustrated.) In another variation,the pedestrian protection airbag cushion assembly 55 may have a general“T” shape with cushion portions 25, 27, added to cushion shape 23, avariation of which is illustrated in FIG. 3. In one variation, a “T”shaped cushion 25 may be configured to deploy along the A-pillar 7, therearward region of the hood 3, the lower windshield 5, the outboardregion of the hood 3, and/or the outboard region of the fender 9. Inanother variation, a “T” shaped cushion 27 may also be configured tocompletely or partially deploy along the side of the vehicle 13 whichmay protect a pedestrian from contacting the surface through which thepedestrian protection airbag 81 deployed as well as to deploy along theA-pillar 7, the rearward region of the hood 3, the lower windshield 5,the outboard region of the hood 3, and the outboard region of the fender9. The forward lobes of the T-shaped cushion assembly, 25, 27 may becombined to provide coverage of the outboard region of the hood,outboard top region of the fender, and/or the outboard side region ofthe fender. In another variation, a cushion with the single lobe 21which covers the A-pillar 7 and outer windshield 9 may have cushionportions 25, 27 added to it to produce a cushion that also covers theoutboard region of the hood 3 and fender 9. Any of the individual lobesfor any of the possible cushion coverage options may be elongated andtubular in shape, more rounded and spherical in shape, or a hybrid shapethat is a combination of both with different regions having a differentshape. In addition, each of the lobes of the design may be a differentshape.

Referring to FIGS. 4-6, in a number of variations, a pedestrianprotection airbag 29 may include one or more cushion stabilizers whichmay include at least one inflated tubular lobe 31, inflated sphericallobe (not illustrated), or tether 33. An inflated tubular lobe 31 may beintegrated into the pedestrian protection airbag assembly 55, avariation of which is illustrated in FIG. 4.

In a number of variations, an integral or separate tether 33 may be partof the airbag cushion assembly 55. The separate tether 33 option may beattached to the airbag cushion assembly 55 in any of a number ofvariations, including, but not limited to, stitching 35 the tether 33between two lobes of the cushion assembly 55, a variation of which isillustrated in FIG. 4.

Referring to FIGS. 5 and 6, in a number of variations, a pedestrianprotection airbag may include at least one internal tether 37. Theinternal tether 37 may be located in any location inside the pedestrianprotection airbag cushion 55. The internal tether 37 may be attached toa first internal surface of the cushion 73 and a second internal surfaceof the cushion 75 in any of a number of variations including, but notlimited to, stitching 35 the pieces together. The internal tether 37 mayalso include one or more cut outs 39 in any of a variety of shapesincluding, but not limited to circles. The internal tether 37 may alsohave different cross-sections and lengths along the cushion in differentregions to provide different deployed cushion shapes along the length ofthe cushion assembly 55 and two or more internal tethers 37 may belocated side by side if necessary to provide different deployed shapesacross the width of the cushion assembly 55.

Referring to FIGS. 7-14, in a number of variations, a pedestrianprotection airbag module 81 may include tethering which may attach tothe vehicle body 13 in order to stabilize the cushion during deployment.Referring to FIGS. 53, and 92-94, in a number of variations, a modulehousing 143 may include a slot 468 or opening 466 which may extend adistance downward from the top of a lower module housing 243, variationsof which are illustrated in FIGS. 53 and 93. In another variation, theslot 468 or opening may be in an upper module housing 296. In anothervariation, a deployment door 19 of the module housing 243 may include aslot 468 which may extend upward from the bottom of the deployment door19 and may terminate at a tear seam 271 in the deployment door 19, avariation of which is illustrated in FIG. 94. In another variation, anopening 466 may extend from the tear seam 271 downward a distancethrough the deployment door 19, a variation of which is also illustratedin FIG. 94. The slots 468 and/or openings 466 may allow a tether 43,rigid tether 83, tether or rod 291, or any type of tether to extendthrough and/or move within the slot 468 and/or openings 466. Any of theslots 468 or openings 466 in the deployment door 19 and/or the bottommodule housing 243 may also include an optional gasket/grommet 464 whichmay extend around at least a portion of the slot 468 or opening 466 (asection view of a variation of a grommet/gasket 464 in a slot 468 isillustrated in FIG. 93), and may provide a form of water/fluidmanagement by allowing water/fluid to flow against the bottom modulehousing 243 and/or the deployment door 19 with the optionalgrommet/gasket 464 limiting or preventing water from passing through theslot 468 or opening 466. The grommet/gasket 464 may also include a cutor a tear seam 470 which may be torn or opened which may enable thetether 43, rigid tether 83, tether or rod 291, or any other type oftether or rod to slip out from it during deployment. In a variationwhere a tear seam is used, the tether and end of tether may be routedthrough the hole 472 in the gasket/grommet 464 during assembly, avariation of which is illustrated in FIG. 93. In a variation where a cutis used, the tether may be routed through the cut during assembly. In anumber of variations, the gasket/grommet 464 and slot 468 or opening 466may abut an edge of the module housing 143 or abut to a tear seam sothat the tether may escape both the gasket/grommet 464 and the modulehousing 143 upon deployment. Additional gasket/grommet 464 geometriesbeyond that illustrated in the figures may be possible. In addition, itmay be possible that the gasket/grommet 464 attachment to the matingslot 468 or opening 466 be done with a gasket/grommet 464 geometry, slot468 geometry or opening 466 geometry that enables the gasket/grommet 464to separate from the slot 468 or opening 466 during deployment so thatit may remain on the tether 43, rigid tether 83, tether or rod 291, orany other type of tether or rod during deployment and the tether 43,rigid tether 83, tether or rod 291 may slip out of the slot 468 oropening 466 during deployment.

Referring to FIGS. 66, 74, and 92, in a number of variations, one ormore trim pieces 359, 369 may include a slot 468 and/or an opening 466.The slot 468 and/or opening 466 may extend a distance through the trimpiece 359, 369 which may allow a tether 43, rigid tether 83, tether orrod 291, or any other tether or rod to slip out from it duringdeployment, variations of which are illustrated in FIGS. 66 and 74. Anyof the slots 468 or openings 466 in the trim pieces 359, 369 may alsoinclude an optional gasket/grommet 464 which may extend around at leasta portion of the slot 468 or opening 466, variations of which areillustrated in FIG. 74, and may provide a form of water/fluid managementby allowing water/fluid to flow against the bottom module housing 243and/or the deployment door 19. The grommet/gasket 464 may also include acut or a tear seam 470 which may be torn or opened which may which mayenable the tether 43, rigid tether 83, tether or rod 291, or any othertype of tether or rod to slip out from it during deployment. In avariation where a tear seam is used, the tether and end of tether may berouted through the hole 472 in the gasket/grommet 464 during assembly.In a variation where a cut is used, the tether may be routed through thecut during assembly. In a number of variations, the gasket/grommet 464and slot 468 or opening 466 may abut an edge of the trim piece 359, 369or abut to a tear seam so that the tether may escape both thegasket/grommet 464 and the trim piece 359, 369 upon deployment.Additional gasket/grommet 464 geometries beyond that illustrated in thefigures may be possible.

In a number of variations, the tether 43, rigid tether 83, tether or rod291, or any other type of tether or rod may include a loop component480, variations of which are illustrated in FIGS. 53 and 93, which maybe located outside of and adjacent to the module housing 143. The tether43 may then be routed so that the loop may be located lower than theslot 468 and/or opening 466 in the module housing 143 which may causeany water/fluid which may contact the tether 43, rigid tether 83, tetheror rod 291, or any other type of tether or rod to flow to the loop anddrip off the loop which may reduce or eliminate the potential for waterto enter into the module housing 143. Likewise a similar loop 480 can bepositioned adjacent a deployment door 19 or adjacent trim piece 359, 369to form a similar function to reduce the potential for water to passthrough one of those parts.

A pedestrian protection airbag cushion assembly 55 may include a topcushion panel 41, a bottom rearward cushion panel 49, a bottom forwardcushion panel 51, a tether 43, and an anchor 45. The tether 43 may beattached to the anchor 45 in any of a number of variations, including,but not limited to, looping the tether 43 through a passageway in theanchor 45 and stitching 35 the tether 43 to itself closing the loop. Thebottom cushion panel assembly 53 may comprise a bottom rearward cushionpanel 49 and a bottom forward cushion panel 51 which may each beconfigured to create a sleeve 57 which may accept a tether 43, avariation of which is illustrated in FIGS. 9-10. The sleeve 57 may befull length, a variation of which is illustrated in FIGS. 11-12, or thesleeve may be a shorter sleeve located at the end of the cushionassembly 55 (not illustrated) with the tether 43 attached to the cushionoutside the sleeve (not illustrated) such as in a location in closeproximity or directly to the neck 48. The tether assembly 47 may beplaced between the bottom rearward cushion panel 49 and the bottomforward cushion panel 51, a variation of which is illustrated in FIG.11. The tether assembly 47 may then be attached to the bottom rearwardcushion panel 49 and the bottom forward cushion panel 51 in any of anumber of variations, including, but not limited to, stitching 35 thetether assembly 47 to the bottom cushion panel assembly 53.

The bottom rearward cushion panel 49 may be attached to the bottomforward cushion panel 51 in any of a number of variations including, butnot limited to, stitching 35 the bottom rearward cushion panel 49 to thebottom forward cushion panel 51, to create a bottom cushion panelassembly 53. The joining of a rearward cushion panel 49 and a bottomforward cushion panel 51 may create a neck 48 through which an inflatormay be inserted into the cushion assembly 55 and clamped into place. Thetop cushion panel 41 may then be attached to the bottom cushion panelassembly 53 in a number of variations including, but not limited to,stitching 35 the top cushion panel 41 to the bottom cushion panelassembly 53 to create the pedestrian protection cushion assembly 55. Inone variation, the pedestrian protection cushion panels 49, 51, 53 maybe sealed at the sew seams with silicone. In another variation, thecushion assembly 55 may be one piece woven. During deployment, thetether 43 located in the sleeve 57 may help control a portion of thecushion's trajectory as the sleeve moves along the tether 43. In anothervariation, a cushion assembly 55 may include a “T” shape 89 and mayinclude two sleeves 59, 61 which may each house a tether assembly 63,65, a variation of which is illustrated in FIG. 14. In one variation,the first sleeve 59 may be approximately perpendicular to the secondsleeve 61. It should be appreciated that numerous variations andorientations of the panels and the sleeves are possible and are notlimited to those described herein.

The cushion assembly 55 may include tear away stitches sewn through itin at least one selected region to assist with the fold or to helpcontrol the cushion trajectory during deployment. The cushion assembly55 may also include one or more vent holes in it.

Referring to FIG. 13, in a number of variations, the inboard lobe 67 ofa cushion assembly 55 may include a feature to make the cushion assembly55 thinner so that the cushion panels 41, 53 may overlap withoutdisplacing one another. The feature may include, but is not limited to,stitching 35 a straight line starting at any of the available edges ofthe inboard lobe 67 and stitching 35 a circle 62 by itself or optionallyat the end of the straight line, a variation of which is illustrated inFIG. 13. The feature may also include a dog bone shaped sew near the endof the cushion assembly 55 where the middle sewn portion between thewider ends may be straight or curved, and may include an associatedmaterial cutout (not illustrated). If an internal tether 37 is used, avariation of which is illustrated in FIGS. 5-6, it may be tapered to apoint or a reduced size section.

Referring to FIGS. 15-16, in a number of variations, a pedestrianprotection airbag module 81 may have a flexible tether 69. The flexibletether 69 may include any number of materials including, but not limitedto, a woven fabric. The flexible tether 69 may be attached to thecushion assembly 55 in a number of variations including, but not limitedto, stitching 35 the flexible tether 69 to the cushion assembly 55 or itmay be incorporated into the end of the cushion assembly 55.

In one variation, a flexible tether 69 may be attached to the vehiclebody 13 rearward of the hood hinge (not illustrated) and forward of thewindshield wiper 17 with the use of an anchor 71, a variation of whichis illustrated in FIG. 15. The flexible tether 69 may be the tetherassembly 47 attached to the cushion assembly 55 or a separate tether notattached to the cushion assembly 55. In another variation, the flexibletether 69 may be attached to the vehicle body 13 fore-aft below the showsurface and parallel to the fender 9 and the hood interface. In yetanother variation, the flexible tether 69 may be attached to theA-pillar structure with a cover over it that may form part of theA-pillar surface (not illustrated) that may split or move to the sideduring airbag deployment which may allow the cushion assembly 55 to movealong the tether 69. In another variation, the flexible tether 69 mayextend through a passage in a discrete deployment door 19, other trimpiece, and housing 296. The end of the flexible tether 69 may exitthrough the passage and may be attached to the vehicle structure 13. Theanchor 71 may be attached to the vehicle 13 in any of a number ofvariations including, but not limited to, a bolt and a clip.

In another variation, the flexible tether 69 may be attached to thevehicle body 13 underneath the hood edge 79 or fender edge 341 with theuse of an anchor 71, a variation of which is illustrated in FIG. 16. Inyet another variation not illustrated, the flexible tether may extend upthe A-pillar, may attach to the A-pillar and/or roof structure and becovered by an A-Pillar trim piece. The flexible tether 69 may compriseany number of materials including, but not limited to, a woven fabric. Afrangible attachment 77 may also be used to secure the tether 69 whichmay allow the tether 69 to break free during airbag deployment, avariation of which is illustrated in FIG. 15.

Referring to FIGS. 17-18, in a number of variations, a pedestrianprotection airbag module 81 may include a rod or rigid tether 83. Therigid tether 83 may include any number of materials including, but notlimited to metal and aluminum. In one variation, the rigid tether 83 maybe attached to the vehicle body 13 rearward of the hood hinge andforward of the windshield wiper 17, a variation of which is illustratedin FIG. 17. In another variation, the rigid tether 83 may be locatedfore-aft between the fender 9 and the hood hinge (not illustrated).

In yet another variation, the rigid tether 83 may be attached to theA-pillar structure with a cover over it that may form part of theA-pillar surface (not illustrated) that may split or move to the sideduring airbag deployment which may allow the cushion assembly 55 to movealong the rigid tether 83. The rigid tether 83 may have an attachmentfeature 85 at its end which may be attached to the vehicle body 13 inany of a number of variations including, but not limited to, the use ofa bolt or a curved end that is routed through a hole in the body 13.Depending on orientation and location, rigid tether 83 may also have acurve to route around the hood hinge and the windshield wiper 17depending on the hinge type of the vehicle.

The rigid tether 83 and the flexible tether 69 if separate from thecushion assembly 55 may attach to the cushion assembly 55 in any numberof variations, including, but not limited to, creating a flexibleattachment loop 87 which may be configured to receive the rigid tether83 or flexible tether 69, a variation of which is illustrated in FIG.18. The attachment loop 87 may be a separate piece or may be integral tothe parent material of the airbag cushion (not illustrated). Duringdeployment, the flexible attachment 87 may move along the rigid tether83 or flexible tether 69 during deployment. The rigid tether 83 may beattached rearward of the hood hinge and forward of the windshield wiper17, a variation of which is illustrated in FIG. 15. In anothervariation, the rigid tether 83 may be attached to the vehicle body 13fore-aft below the show surface and parallel to the fender 9 and thehood interface. In another variation, the rigid tether 83 may extendthrough a passage in a discrete deployment door 19, other trim piece,and/or housing 296. The end of the rigid tether 83 may exit through thepassage and may be attached to the vehicle structure 13. The rigidtether 83 may be attached to the vehicle 13 in any of a number ofvariations including, but not limited to, a bolt, a clip, or a curvedend that is routed through a hole in the vehicle.

Referring to FIGS. 19-22, in a number of variations, a pedestrianprotection airbag 81 may include a cushion assembly 55 having an “I”shaped or single lobe 91, 93, 95. In one variation, a tether assembly 97may be attached to the “I” shaped cushion assembly 91 and may be at oneend partially housed and attached with stitching 35 or other mechanicalattachment inside of a sleeve 99 incorporated into the “I” shapedcushion assembly 91 and at the other end attached to the vehicle 13through the use of an anchor 101, a variation of which is illustrated inFIG. 19. In another variation, a fixed length tether 103 may be attachedto the “I” shaped cushion assembly 93 and attached to the vehicle body13 through the use of an anchor 105, a variation of which is illustratedin FIG. 20. In another variation, an inflatable tube 107 may beincorporated into the cushion assembly 55 which may attach to thevehicle body 13 either directly or via an intermediate piece, avariation of which is illustrated in FIG. 22. When inflated, the “I”shaped cushion assembly 91, 93, 95 may extend across the A-pillar 7, avariation of which is illustrated in FIGS. 19-20, may extend across thelower windshield 5 and hood 3, a variation of which is illustrated inFIG. 21, or may extend down the side of the fender and hood 3 avariation of which is illustrated with lobe 25 in FIG. 3. Any variety ofcushion configurations, such as an “L-shaped” cushion assembly and/or a“T-shaped” cushion assembly may also use similar approaches forachieving a local attachment.

Referring to FIGS. 23-25, in a number of variations, a pedestrianprotection airbag 81 may include an “L” shaped cushion assemblycross-section 111, 113, 115. At least one internal tether 117 may beincorporated into the cushion assembly 55 to maintain the cushion shape.In one variation, an internal cross-tether element 117 may beincorporated on tan L-shaped cushion assembly 111 at the location of thebend 112 and sewn to the internal walls of the cushion assembly 111, avariation of which is illustrated in FIG. 23. In another variation, aninternal cross-tether 119 element may be incorporated into the cushionassembly 113 at the location of the bend and sewn into a joint betweencushion pieces, a variation of which is illustrated in FIG. 24. Inanother variation, cross-tethers 121 may be incorporated into a onepiece woven cushion assembly having an “L” shape 115, a variation ofwhich is illustrated in FIG. 25. The cross tethers 121 may includestitching that may extend back and forth from loops or fixed attachmentsformed in a first side and a second side of the “L” shaped cushionassembly 115. The “L” shaped cushion assembly cross-sections 111, 113,115 may then be configured to glove or nest against the A-pillar 7 orsome other exterior surface of the vehicle such as the fender (notillustrated). It may also be configured to nest against the rearwardedge of a deployed hood, as illustrated in FIG. 48. Finally, the “L”shaped cushion assembly cross-sections 111, 113, 114 may also beconfigured to rest against a generally flat surface profile to raise thebent portion of the cushion away from the generally flat surface toprovide additional space for energy absorption during pedestrian loadingin a pedestrian impact.

A pedestrian protection airbag module 81 may include an inflator 129which may be used to inflate the cushion assembly 55 during deployment.The inflator 129 may be attached to the cushion assembly 55 in any of anumber of variations including, but not limited to, at least one clamp323 that attaches to the cushion's neck 48, a variation of which isillustrated in FIGS. 26 and 27.

In a number of variations, a pedestrian protection airbag module 81 maybe attached to the fender region 1 of a vehicle 13 and when deployed,the pedestrian protection airbag module 81 may push the hood 3 upward.In one variation, a portion of the cushion assembly 55 may deployunderneath the hood 3 and a portion of the cushion assembly 55 maydeploy above and beside the raised hood 3. In another variation, thecushion assembly 55 may completely deploy above and beside the raisedhood.

Referring to FIGS. 26-28, in a number of variations, an inflatorassembly 233 129 may be located in the pedestrian protection airbagmodule 81 partially underneath the fender 9 and partially underneath thehood 3 of a vehicle 13. The inflator assembly 233 may include aninflator 129 and at least one clamping feature including, but notlimited to, a clamp 142 which may surround a portion of the inflator 129and may hold the inflator 129 in place.

In a number of variations, when the pedestrian protection airbag module81 deploys, the inflator 129 may deploy in a way which may raise thehood 3. The clamps 142 that surround the inflator 129 may each include astud 162 which may interface with a hole in the module housing 143and/or a mounting bracket 460. The inflator 129 may route through theclamps 142 and may be temporarily attached in its undeployed positionvia clamp load, a frangible feature (not illustrated), or an element ofthe design that may prevent the inflator 129 from moving downward withrespect to the clamps 142, such as a ridge around the inflator body 130just above a clamp (not illustrated). The inflator 129 may be slideablewith respect to the clamps 142 with the forces generated by deploymentwhen deployment occurs. Upon deployment, gas may be dispelled from thebottom 141 of the inflator 129 causing the inflator 129 to push at leastpartially up past the pedestrian protection airbag module housing 143 sothat it may make contact with the hood 3.

In one variation, the cushion assembly 55 may be compressed/sandwichedbetween the inflator 129 and the hood assembly 3 when the hood 3 islifted (not illustrated). In another variation, the cushion 55 may notbe compressed between the inflator 129 and the hood assembly 3 when thehood 3 is lifted, a variation of which is illustrated in FIGS. 26-27. Inthis variation, a plug 140 may be broken out of the airbag modulehousing 143. As the inflator 129 pushes against the hood 3, a temporaryhood attachment 125 may be broken 127 allowing the hood 3 to lift up.Simultaneously with the inflator 129 movement, the cushion 55 may alsofill and deploy. As the cushion assembly 55 fills, it may push out oneor more flaps 131 of module housing material that may act as a cushionprotector from objects such as the hood 3. The cushion assembly 55 mayalso push the fender 9 or deployment door 19 out of the way and maycontinue to fill until it achieves its final position, a variation ofwhich is illustrated in FIGS. 2-4, 19-21, 47, 60 and 62.

An airbag module 81 with a moveable inflator 129 may be mounted outboardof a hood hinge mechanism 169, as part of one or more pedestrianprotection airbag modules 81 located in the fender regions 1 of avehicle 13. The airbag module 81 with the slideable inflator 129 mayalternatively be mounted inboard of the hood hinge mechanism 169 and maypush up on the hood 3 at a location between a left and right hood hingemechanism 169. In yet another alternative, the moving inflator 129 mayalso simultaneously push up on a portion of the fender 9, a portion ofthe A-pillar 7, and/or a portion of an adjacent trim piece that maycover a gap between adjacent components in the region of the inflator129 (none of these illustrated).

In any of a number of variations, the hood hinge 259 may be configuredto enable an upward force to detach, or partially detach, a hood 3 forwhich an inflator power source concept applies without limitation.During deployment, the inflator 129 may raise and may cause the inflator129 to reach a travel stop which may limit the inflator's 129 upwardmotion. In one variation, a lower clamp 142 may be contacted by a ridge144 around the inflator 129. The interference may be configured so thatthe parts 142, 144 may optionally wedge together so that the inflator129 may remain affixed in a raised position and may be prevented fromreverse travel if loaded from the top by a pedestrian impact event.Additional forms of mechanical travel stops and anti-reverse travelfeatures may be incorporated. A coupler 153 may be attached to the top137 of the inflator 129 which may contact and abut against the hood 3,fender 9, A-Pillar 7 or deployment door 19 when the inflator 129 deploysand lifts, a variation of which is illustrated in FIG. 28. The coupler153 may provide better geometric alignment and may lift an adjacentcomponent to the hood 3 along with the hood 3.

Referring to FIGS. 29-35, in a number of variations, an inflator 129 maybe located in the pedestrian protection airbag module 81 under a fender9 and beside the hood 3 of a vehicle 13. When the inflator 129 deploys,the inflator 129 may dispel gas from the bottom 141 of the inflator 129causing the inflator 129 to push upwards which may cause the inflator129 to contact a hood hinge mechanism 169 which may partially or fullydetach, deform, or otherwise allow the hood 3 to lift upwards, avariation of which is illustrated in FIG. 33. In one variation, theinflator 129 may be attached to two studs 162 that may be eitherintegral to the inflator body 130 or may be mounted on one or moreclamps 142 that in turn may be rigidly affixed to the inflator body 130,for example with one or more crimps. In a number of variations, theinflator 129 may be attached/mounted to a mounting bracket 460. In onevariation, the studs 162 on the inflator 129 and/or on the one or moreclamps 142 may extend through one or more slots 162 on the mountingbracket 460 and/or the module housing 143, an illustrative variation ofwhich is illustrated in FIGS. 32 and 33. The studs 162 may be slideablymounted in the one or more slots 163 in the module bracket 460 and/orthe module housing 143. The mounting bracket 460 may then attach theairbag module 81 to the vehicle 13. While the mounting bracket 460 andthe module housing 143 are typically separate parts, it may be possiblewith some designs to combine these parts. Gravity, clamp load, thebottom of the slot, and potentially a frangible feature (notillustrated) may hold the inflator 129 in the undeployed position priorto deployment. Upon deployment the inflator gases may propel theinflator 129 upward as the studs 162 slide upward in one or more slots163. The inflator 129 may then contact the hood hinge mechanism 169 tocause its detachment. When this occurs, an adjacent trim piece 170 maydeform and move out of the way if contacted by the hood hinge mechanism169 which may allow a portion of the hood hinge mechanism 169 and thehood 3 to lift.

In another alternative, the moving inflator 129 may also simultaneouslypush up on a portion of the fender 9, a portion of the A-pillar 7, or aportion of an adjacent trim piece that may cover a gap between adjacentcomponents in the region of the inflator 129 (none of theseillustrated). As the inflator 129 strokes upward, a plug 140 may bebroken out of the module housing 143 and may rise with the inflator 129.A triangular point 149 may be incorporated into the module housing 143which may act as a wedge against the upper inflator stud 162 which mayact as a travel stop and may prevent the inflator 129 from projecting alength out of the module 81 further than desired. The triangular point149 may also act as a wedge to lock the inflator stud 162 to it and thusmay function as an anti-reverse travel feature.

In a number of variations, the cushion 133 may fill with gas and inflatesimultaneously with the inflator 129 movement. The cushion assembly 55may push a fender 9, a fender 9 along with a separate deployment door,or a deployment door 19 out of its path and may continue to fill untilit achieves its final position, a variation of which is illustrated inFIGS. 2-4, 19-21, 47, 60, and 62. The module housing 143 may include aprotective flap attachment 151 which may prevent or lessen contactbetween the inflating cushion assembly 55 and the hood hinge mechanism169, a variation of which is illustrated in FIG. 33 and/or potentiallythe hood 3 or other adjacent components (not illustrated). The hoodhinge mechanism 169 may contain an open slot 165 in the lower portion173 of the hood hinge mechanism 169 which may allow the upper portion171 of the hood hinge mechanism 169 to raise upwards as the inflator 129deploys and pushes upward. The upper portion 171 of the hood mechanism169 may have a U-shape which may stabilize the lateral bolt 155 or otherprotruding structure. In another variation, a hood hinge mechanism 169may also include a link arm (not illustrated) in its configuration thatmay bend or move to enable the hood raising. In a number of variations,other portions of the hood mechanism may be extended to be under theairbag module where they may be contacted and moved during deploymentand other means of releasing the hood may be possible.

The inflator 129 may also be directly attached or abut to a portion thehood hinge mechanism 169 via a coupler 153, a variation of which isillustrated in FIG. 34. The coupler 153 may also directly attach or abutagainst separately or in addition to one of the following to help liftit during deployment: on a portion of the fender 9, a portion of theA-pillar 7, or a portion of an adjacent trim piece that may cover a gapbetween adjacent components in the region of the inflator (none of theseillustrated). The module housing 143 may be attached to the vehicle body13 using at least one fore-aft attachment 157, a variation of which isillustrated in FIG. 30, or at least one lateral attachment 159, avariation of which is illustrated in FIG. 31. The fore-aft attachment157 or the lateral attachment 159 may be attached to the vehicle body 13in any of a number of variations including, but not limited to, a bolt,a clip, and/or a bent tab going through a receiving hole. An airbagmodule 81 having a slideable inflator 129 may also be mounted at alocation inboard of the hood hinge mechanism 169 and may push up on thehood 3 at a location between the left and right hood hinge mechanisms169.

Referring to FIG. 89, in a number of variations, a module housing 143may contain a slot 170 that may surround a wedge housing 172 that inturn surrounds an upper inflator stud 162. The wedge housing 172 maycontain a wedge dowel 174 which may interact and wedge against both theangled wedge wall 178 of the wedge housing 172 and the module housing143 once the inflator has reached full stroke. This configuration mayact as an anti-reverse travel feature. The slot 170 may also beconfigured to include a weakened wall that may contain a deformableenergy absorbing surface 176. In this variation, if the hood 3 is loadedfrom the top, the inflator 129 and hood 3 may stroke downward in acontrolled manner as the deformable energy absorbing surface 176deforms. Other forms of wedging devices, such as other configurationsused in seatbelt pretensioners may be applied to this concept.

Referring to FIG. 90, in another variation, the module housing 143 maycontain a slot 180 that may surround an upper inflator stud 162. Theslot 180 may include a second slot 182 which may be constructed andarranged to accommodate a flexible element 184. The second slot 182 maybe placed at an angle. The flexible element 184 may comprise any of avariety of materials including, but not limited to, spring steel. As theupper inflator stud 162 moves upward, the flexible element 184 may flexwhich may allow the inflator stud 162 to pass by. If the hood 3 ispushed down and the inflator stud 162 attempts to reverse travel, theflexible element 184 may engage the inflator stud 162 and may act as ananti-reverse travel feature. The flexible element 186 may include ageometry with curved features 188 that may compress and may interactwith the sides of the slot 190, a variation of which is illustrated inFIG. 91, which may allow the flexible element 186 to deform in the slot190 and absorb energy once the inflator stud 162 has passed by, attemptsto reverse travel, and/or engages the top of the flexible element 186.

In another variation, a device may be configured which extrudes a metalstrip between ridged members or pulls a bent metal strip through rigidmembers to accomplish this energy absorption feature (not illustrated).Finally, it is possible for these anti-reverse travel and energyabsorption features to be directly integrated into the hood hingeassembly in any of a variety of ways including, but not limited to,placing it in one of the slots a variation of which is illustrated inFIGS. 36-41.

Referring to FIGS. 36-41, in a number of variations, a hood hingemechanism 181, 193, 207 may be configured so that a) without deploymentthe hood 3 may rotate about single pivot points on the left and rightsides of the hood 3 when it is being opened or closed and b) afterdeployment of the pedestrian protection airbag 81, the hood 3 may beretained to the vehicle body 13 when in a raised state.

In one variation, the hood 3 may be rotated about the lower end of aslot 187 when the hood 3 is opened or closed in normal usage and theupper portion 189 of a hood hinge mechanism 181 may be pushed upwardsduring deployment of the pedestrian protection airbag module 81. Theupper portion 189 of the hood hinge mechanism 181 and the lower portion191 of the hood hinge mechanism 181 may be connected by a bolt 185 whichmay be seated in a generally vertical slot 187 and may form the pivotfor the hood 3 when it may be opened and closed during normal operation,a variation of which is illustrated in FIG. 36. As the pedestrianprotection airbag module 81 deploys, the upper portion 189 of the hoodhinge mechanism 181 may be pushed upwards along the slot 187 which mayraise the hood 3 of the vehicle 13, a variation of which is illustratedin FIG. 37. The closed upper portion of the generally vertical slot 187may then function as a travel stop. The slot 187 may be configured suchthat the upper portion 189 of the hood hinge mechanism 181 may remain ina raised state which may cause the hood 3 to remain in a raised state.In one variation, the top of the slot 187 of the hood hinge mechanism181 may include a tapered wedge feature 189, a variation of which isillustrated in FIG. 36.

In another variation, the upper portion 201 of a hood hinge mechanism207 may be pushed upwards during deployment of the pedestrian protectionairbag module 81, a variation of which is illustrated in FIG. 39. Theupper portion of the hood hinge mechanism 201 may be connected to thelower portion 203 of the hood hinge mechanism 193 by a bolt 197 whichmay be seated in two vertical slots 198, 204, a variation of which isillustrated in FIG. 38. The upper end of the vertical slot 204 on theupper portion 201 of the hood hinge mechanism 193 may be tapered forward205 and the bottom end of the vertical slot 198 on the lower portion 203of the hood hinge mechanism 193 may be tapered rearward 199 so that thebolt 197, and the tapered slot ends 205, 199 interlock and the hood 3does not rise as the hood 3 is driven rearward in the case where theairbag module 81 does not deploy during a frontal impact. Also in thisvariation, a variation of which is illustrated in FIG. 38, the bolt 197may rest on the top of the vertical slot 204 and the bottom of the slot198, which may form the pivot point for the hood 3 when it is opened andshut during normal operation. Then, when the hood 3 may be raised viadeployment, the bolt 197 may move to the opposite side of both slots198, 204 which may allow the hood 3 to move up a height that isapproximately the length of both slots 198, 204 combined, a variation ofwhich is illustrated in FIG. 39. In a number of variations, the oppositeside of both slots 198 and 204 may also be angled to help maintain thehood orientation during loading when the hood 3 has been raised upwardduring deployment.

In another variation, the slot 199 and the surrounding bracket on theupper portion 201 of the hood mechanism 207 may extend down and adjacentthe vehicle body portion to which the lower bracket 203 mounts, whichmay enable additional hood 3 upper travel. The downward extension may bebeside the vehicle body 13 or it may be through a slot in the vehiclebody (not illustrated). In either case, the hood 3 and associated upperportion 201 of the hood mechanism 207 may be able to move through theirrange of rotational travel when the hood mechanism 207 pivots about itspivot that is represented by a bolt 197, a variation of which isillustrated in FIG. 38.

In another variation, the hood hinge mechanism 207 may be configured ina way which may hold the hood 3 in its undeployed state, a variation ofwhich is illustrated in FIGS. 40 and 41. The hood hinge mechanism 207may have a cutout 211 which may mate with a retention feature 209 thatis attached to a bolt which may be seated in a vertical slot 213 whichmay be located in the hood hinge mechanism 207. When the hood 3 islifted by a hood lifting device, the retention feature 209 may deformwhich may allow the bolt 197 to travel in the vertical slot 213.

In another variation, any of the hood hinge assemblies illustrated inFIGS. 36-41 may also be moved to the hood lifted state by one or moreseparate pyrotechnic devices that may not be part of an airbag module 81including, but not limited to, one or more dedicated hood lifters.

Referring to FIGS. 42-45, in a number of variations, an inflator 129 mayinclude a telescoping nozzle 215. The telescoping nozzle 215 may belocated below the hood 3 or hood hinge system 225 a variation of whichis illustrated in FIG. 44. When the inflator 129 deploys, gas 217 may bereleased from the inflator 129 a variation of which is illustrated inFIGS. 43 and 45. This may cause the telescoping nozzle 215 to pushagainst the hood hinge system 225 or directly against the hood 3 whichmay cause the hood 3 to rise. The inflator 129 may also include a radialprotrusion 227 which may act as a stopping feature to catch the bent lip216 on the telescoping nozzle 215 which may prevent the telescopingnozzle 215 from disconnecting from the inflator 129.

The cushion assembly 55 may include a layer 219 routing between thetelescoping nozzle 215 and the hood 3 or hood hinge system 225 and mayinclude at least one additional layer by sewing a sacrificial patch ofmaterial (not illustrated) onto the cushion assembly 55. This mayprotect or lessen the effect that the inflator gases 217 may have on theintegrity of the cushion assembly 55. The sacrificial patch may alsoprotect the cushion assembly 55 from contact with objects on the vehicleincluding, but not limited, to the windshield wipers, hood edge,deployment door edge, and/or the fender edge 341. The telescoping nozzlemay be mounted outboard of the hood hinge system 225, as part of one ormore pedestrian protection airbag modules 81 located in the fenderregions of a vehicle 1. The telescoping nozzle 215 may also be mountedinboard of the hood hinge system 225 and may push up on the hood 3 orthe hood hinge system 225 at a location inside or between the left andright hood hinge systems 225.

In another alternative, the telescoping nozzle 215 may alsosimultaneously push up on a portion of the fender, a portion of theA-pillar, a portion of a deployment door, and/or a portion of anadjacent trim piece that may cover a gap between adjacent components inthe region of the inflator (not illustrated). In another variation, thetelescoping nozzle 215 may rest against the bottom of the module 81 andsurround the lower part of the inflator such as with inflator and moduleconfigurations as illustrated in FIGS. 26-27 and FIGS. 32-33. Upondeployment the telescoping nozzle 215 may direct the inflator gas intothe cushion 55 in a controlled manner while the inflator rises upward.

Referring to FIG. 46, in a number of variations, the housing 143 mayinclude a structural outer element 229 which may help to direct thetrajectory of the cushion assembly 55 during deployment. The structuralelement 229 may also reduce lateral expansion or bellmouthing of thehousing 143 and may comprise any number of materials including, but notlimited to, steel or other materials which may not stretch underloading. The structural element 229 may completely surround or ring thehousing 143 and function like a band of material. Alternatively, thestructural element may be a U-shaped piece that is attached to thevehicle body 13 or a module mounting bracket 460 on the sides of themodule 81.

Referring to FIGS. 47-48, in a number of variations, a portion of thecushion assembly 55 may be configured to at least partially deploy fromunder a portion of a raised hood. The cushion assembly 55 may interactwith a portion of the underside of the hood 3 and may at least partiallypush it up. The hood 3 may have a frangible hood hinge assembly 231containing an element such as a frangible fastener (not illustrated)which may break or release during deployment of the pedestrianprotection airbag assembly 81 which may allow the hood 3 to rise. It mayalso include a hood linkage that may bend in a manner which may allowthe hood to rise. In another variation, a separate pyrotechnic device ormultiple devices may deploy to lift the hood 3, and the cushion assembly55 may be configured to at least partially interact and partially fillon the underside of the hood 3, a variation of which is illustrated inFIG. 47. In yet another variation, the cushion assembly 55 may beconfigured, such as with a cushion portion like 111, to fill a gap aftof the hood 3 in a raised position, a variation of which is illustratedin FIG. 48.

In another variation, a pedestrian protection airbag module 81 may bemounted in the fender region 1 laterally adjacent and below the hood 3and forward of the vehicle side door 11 and may deploy through adiscrete deployment door 19, which may be mounted adjacent the hood 3and the fender 9, a variation of which is illustrated in FIG. 1.

Referring to FIGS. 49-54, in a number of variations, a pedestrianprotection airbag module 81 may be constructed and arranged to deploythrough a discrete deployment door 19 when deployed. The discretedeployment door 19 may include at least one snap feature 247 which mayattach to the vehicle 13 in a number of locations including, but notlimited to, a fender 9, a body structural member, or the hood 3. Thesnap features 247 on the discrete deployment door 19 can be either malefeatures, as shown in FIGS. 49-50, or female features (not illustrated).The snap features 247 may also have a weakened region that may bedesigned to break or separate into pieces when experiencing the forcestransmitted to it during deployment. In one variation, if the discretedeployment door 19 snaps into the hood 3, the discrete deployment door19 may be constructed and arranged to seat against the fender 9 and/orother vehicle body structure so that the discrete deployment door 19 maymove with the hood 3 when the hood 3 may open. The discrete deploymentdoor 19 may also include a plurality of attachments around itsperiphery. The discrete deployment door 19 may be attached to thevehicle 13 in any of a number of variations including, but not limitedto, a mechanical fastener. The pedestrian protection airbag module 81and the discrete deployment door 19 may be assembled into the vehicle 13in any number of variations including, but not limited to, from abovethe vehicle 13. The pedestrian protection airbag module 81 may beattached to the vehicle 13 with the use of at least one mechanicalfastener. The mechanical fastener may include, but is not limited to, apositioning feature, a snap feature, and/or a threaded fastener. Thediscrete deployment door 19 may be attached to the vehicle 13 in any ofa variety of locations including, but not limited to an A-pillar 7, atrim piece adjacent the hood, a fender, or a vehicle door. In any of thecases described herein, the discrete deployment door 19 may remainattached to one adjacent structure or piece and separate or detach fromother adjacent structures or pieces during deployment. The discretedeployment door 19 may also be designed to separate from all adjacentstructures or pieces during deployment.

The discrete door 19 may alternately be attached to the pedestrianprotection airbag module 81 in any of a variety of ways including, butnot limited to a hook 247 and window feature 248, a variation of whichis illustrated in FIG. 51 with a window feature 248 on the discretedeployment door 19. The discrete deployment door 19 may be configured tobe shingled with surrounding surfaces and attachments which may preventwater from contacting the pedestrian protection airbag module 81. Thediscrete deployment door 19 may include an attachment feature 237 whichmay accept a tether assembly 235, a variation of which is illustrated inFIG. 50. In another variation, a tether 235 may be integral to thediscrete deployment door 19 and may retain the discrete deployment door19 to the vehicle body 13 during and after deployment of the airbagmodule 81 when the end 238 opposite the end secured to the attachmentfeature 237 is attached to the vehicle 13 or a component attached to thevehicle 13, such as a fender 9 or adjacent trim piece. In this manner,if the discrete deployment door 19 completely or partially detaches fromthe vehicle 13 during deployment, it may remain retained to the vehicle13 by the tether 235.

In yet another variation, a tether 235 may be attached to the discretedeployment door 19 using a threaded fastener (not illustrated). Thediscrete deployment door 19 may also include an emblem 239, a variationof which is illustrated in FIG. 49. The discrete deployment door 19 mayinclude at least one tear seam 249 which may be located on a non-visiblesurface 250 of the discrete deployment door 19. In another variation,the tear seam 249 may be located on a visible surface 251 of thediscrete deployment door 19. During deployment, the tear seam 249 maybreak apart allowing at least a portion of the cushion assembly 55 todeploy out of the discrete deployment door 19. Note that a tear seam 249may be present on a discrete deployment door 19 that attaches to thelower module housing body 243, as shown in FIG. 52 or that mounts to thevehicle 13 and surrounding components, such as the deployment doorrepresentation in FIGS. 49-50.

In yet another variation, tether 235 may have a curved or hooked end atone or both of the ends that routes through a hole, one slot, or twoslots in the mating attachment surface. In another variation, the tether235 may have a loop in the middle that shortens it in the undeployedstate and which pulls out as the tether 235 stretches to full lengthupon deployment. This loop may be similar to a loop on a coiled springand the tether material may be made of a spring type of material. In yetanother variation the tether 235 may attach to a fender 9, to a flangebent off of the fender 9 edge, to vehicle body 13 attachment, to anadjacent trim piece 359, 369, or a hood 3. It may also be attached to anobject attached to one of these items such as for example: to a fastenerthat at least temporarily joins adjacent components, to a device such asa light, reflector, emblem, or vent attached to the fender 9, and/or toa body mounted bracket.

The module housing 143 may comprise a lower module housing body 243 anda module housing deployment door 19. The lower module housing body 243may have tabs or hooks 245 which may lock with the module housingdeployment door 19 slots or windows 255. Both the tabs 245 and the slots255 may be configured to be weakened. The face of the module housingdeployment door 251 may include tear seams 249 near its perimeter 251which may break apart during deployment allowing the cushion assembly 55to deploy out of the module housing 143, a variation of which isillustrated in FIG. 52. The side walls 253 of the module housingdeployment door 19 may have tear seams 249 along their perimeters 250which may break apart during deployment which may allow the cushionassembly 55 to deploy out of the module housing 143, a variation ofwhich is illustrated in FIG. 52.

The module housing 143, may comprise a single unitary piece or mayinclude several pieces which may include angled or curved surfaces andmay include optional ribs to form a surface like a ramp to guide and/ordirect the cushion 55 to deploy away from adjacent components. Likewise,adjacent components may have similar surfaces included that may beintegral to them or separate parts to guide and/or direct the cushion 55away from them during deployment.

An adjacent trim piece 257 may be located inboard of the fender 9 whichmay reduce the gap between the vehicle body 13 and the fender 9 under oraft of the hood 3 which may be all or a portion of the deployment door19, a variation of which is illustrated in FIG. 54. The adjacent trimpiece 257 may also reduce the gap to the A-pillar 7. The adjacent trimpiece 257 may comprise any of a number of materials including, but notlimited, to plastic. The trim piece 257 may be located outboard of theportion of the hood hinge adjacent to it, and/or it may also partiallyor completely surround it. It may also help direct waterflow off of thewindshield 5 and away from the pedestrian protection airbag module 81.

Referring to FIGS. 55-58, in a number of variations, the discretedeployment door 19 may be used with any of a number of variations ofstyling. In one variation, a discrete deployment door 263 may beintegrated into the window trim ring 261, a variation of which isillustrated in FIG. 55. In another variation, a discrete deployment door267 may be integrated into the headlamp area 265 as part of the headlampor the surrounding trim, a variation of which is illustrated in FIG. 56.In another variation, a discrete deployment door 269 may be integratedinto the vent trim 271, a variation of which is illustrated in FIGS. 57and 52. In another variation, the discrete deployment door 263 may beintegrated into the vertical stripe or other geometrical shape of thetrim 275, a variation of which is illustrated in FIG. 58. In yet anothervariation, the deployment door maybe molded or painted a body color ormade the color of an adjacent trim piece. It may also be its own colorif the design theme enables this. In addition, an adjacent trim piece257, a variation of which is illustrated in FIG. 57, may be utilized tohelp cover the outer surface of the vehicle 13 or help guide water awayfrom the pedestrian protection module 81.

In any of the above variations of the pedestrian protection airbagmodule housing 143 a structural element 229, a variation of which isillustrated in FIG. 46, may be used in the housing configuration whichmay help to direct the deploying cushion assembly 55 trajectory. Thestructural element 229 may also reduce bellmouthing or lateral expansionof the housing. The structural element 229 may completely surround orring the housing and function like a band of material. Alternatively, itmay be a U-shaped piece that is attached to the vehicle body 13 oneither side of the module 81 or to a module mounting bracket that ispart of the pedestrian protection airbag module 81. The pedestrianprotection airbag module housing 143 may be covered at the top toprevent and/or reduce water from entering into the module 81. The modulehousing 143 may also include a drain hole 244 at the bottom to allow anywater that may intrude the module 81 to drain out, a variation of whichis illustrated in FIG. 53. In addition, if the surrounding environmentis dry enough, the module housing 143 may be of a soft pack constructionwhere it may be formed from a piece of weakened fabric or similarmaterial that is wrapped around it with a perforated or otherwiseweakened region on the side through which the airbag 81 is to deploy.Finally, the pedestrian protection airbag module 81 may have a topportion (a variation of which is illustrated in FIG. 64 as 297) betweenit and the discrete deployment door 19 that may be integral to themodule housing 143 or a separate piece sized so that it fits under thedeployment door and the vehicle exterior surface. The top portion 297may partially detach, completely detach, and/or open via a tear seamupon module deployment, as discussed for the actual discrete deploymentdoor 19.

In another variation, a pedestrian protection airbag module 81 may bemounted in the fender region 1 laterally adjacent and below the hood 3and forward of the vehicle side door 11 which may deploy by causing thefender 9 to open at least a portion of the deployment path for thecushion assembly 55.

Referring to FIGS. 59-62, in a number of variations, the pedestrianprotection airbag module 81 may be located in the fender region 1. Apedestrian protection airbag module 81 may deploy which may cause thecushion assembly 55 to push the fender 9 outward causing the fender 9 tobow or move outward 279, a variation of which is illustrated in FIGS. 60and 62, partially extend, partially detach, or fully detach from thevehicle body 13. Prior to deployment, the fender 9 may extend betweenthe hood 3 and the A-pillar 7, a variation of which is illustrated inFIG. 61 or may not be present between the hood 3 and the A-pillar 7, avariation of which is illustrated in FIG. 59. An adjacent trim piece mayalso be located between the fender 9 and hood 3, and depending ongeometry also may be located between the fender 9, the hood 3, and theA-Pillar 7, as previously illustrated in FIG. 54. A protective flap 283may be placed in a variety of locations to provide the cushion assembly55 with protection from objects on the vehicle 13 and/or the modulehousing 143 including, but not limited to, on the inboard, outboard,rearward or forward side of the cushion assembly 55, the module housing143, and/or adjacent a separate piece which may be located between thecushion assembly 55 and the module housing 143.

For any of the airbag module 81 configurations herein, the innerstructure of the vehicle 287 may be configured to accept a tether or rod291 which may have a Christmas tree attachment 293, threaded fastener,or other mechanical fastener or fastening element which attaches to theinner vehicle structure 287, a variation of which is illustrated in FIG.63. The tether or rod 291 may optionally be sandwiched between the innervehicle structure 287, the module 81, and in some variations the fender9 (not illustrated). A vertical channel (not illustrated) to recess thetether or rod 291 may be included in one of the mating parts, such as inthe inner vehicle structure 287, the module 81, or any number of trimpieces to allow the parts to fit against each other in a flush mannerand/or to allow the tether or rod 291 to pass through it or in it. Theinner structure 287 may also include a keyhole slot 295 and at least oneattachment hole 309 to accept one of the module housing and the tetheror rod 291, a variation of which is illustrated in FIG. 64. The module81 may be installed into the vehicle 13 through the bottom openingaround the wheel well with a separate panel which may be installed atthe wheel well opening to close out an opening around the vehicle tire.

The module 81 may include a housing 296 having a top portion 297 and abottom portion 299. The top portion 297 may include one or more tabs 311which may attach to one or more locking features 313 located on thebottom portion 299. The bottom portion 299 of the housing 296 may alsoinclude a key hole slot interface 301 which may mate with the vehiclestructure key hole slot 295, a variation of which is illustrated in FIG.64. The geometry for this attachment feature may be aligned to alloweasy insertion with the direction of module insertion and may likelysupport the module in the installed position before the module fastenersare driven.

Additionally, the bottom portion 299 of the housing 296 may include atleast one attachment feature located at the bottom 315 of the bottomportion 299 of the housing 296 which may accept any of a number offasteners including, but not limited to, at least one bolt 317 which maybe attached to the attachment holes 309 located in the inner structure287 of the vehicle, a variation of which is illustrated in FIG. 64.Optionally, the bolt 317 may be captured in the attachment hole 309prior to module insertion via a washer element on the bolt stud (notillustrated).

Referring to FIGS. 26 and 65, an inflator assembly 233 may be assembledto the cushion assembly 55 by attaching the neck 348 of the cushionassembly 55 to the inflator 129, 321 by at least one clamp 323 asdiscussed above. The inflator 129 may then be attached to the inflatorbracket 319 using a crimp, tension from a mechanical fastener which maycompress the bracket 319 onto the inflator 129, 321, or an additionalmechanical fastener such as another clamp 323. This sub-assembly maythen be inserted into the module housing 296 with the inflator bracket319 extending out of slot 307 at the bottom of the module housing 296.An inflator wire harness 327 may be attached to the inflator 129, 321and may be used to send a signal from a sensor to deploy the inflator129. In another variation, the inflator bracket may be part of themodule housing 143.

The bottom portion 299 of the module housing 296 may also include achannel 303 located at the top of the bottom portion 299 of the modulehousing 296 which may be used for a tether 291. An additional channelmay be located at a different location such as opposite of the tetherchannel 303 located at the top 299 of the module housing 296 which maybe used for the inflator wire harness 327. The channel may also comprisea hole and may be located elsewhere on the module housing 296. Thechannels 303 may run along the length of the module housing 296 orbetween the top portion 297 and bottom portion 299.

Referring to FIGS. 66-71, in a number of variations, the fender 9 sheetmetal may be integrated into a deployment door in any of a number ofvariations. In one variation, at least one trim piece 329, 330 mayattach to the fender 9 or abut to the fender 9 at a location between twoor more of the following: the fender 9, the windshield 5, the hood 3,the A-pillar 7, and internal vehicle structure which may help close outthe deployment door opening, a variation of which is illustrated inFIGS. 66-67. One or more trim pieces 329, 330 may comprise any of anumber of materials including, but not limited to rubber or plastic. Inone variation, a frangible attachment 333 may be used to attach one ormore trim pieces 329, 330 to the fender 9. In another variation, if afrangible attachment 333 is not used to attach the trim pieces 329, 330to the fender 9, then, as illustrated with trim piece 329, the trimpiece 329 may be frangible. One or more trim pieces 329, 330 may alsohave a notches 331 or other discontinuities which may weaken thestructure of the trim pieces 329, 330. The trim pieces 329, 330 may alsohelp cover at least a portion on the hood hinge mechanism 335.

Referring to FIGS. 68-71, in a number of variations, any number ofprotectors may be used to shield the edge of the fender 341 so that theedge of the fender 341 does not contact the cushion assembly 55. In onevariation, a trim piece 337 may be attached to the edge of the fender341 which may extend around the fender edge 341 and may also extenddownward and/or may shingle a portion of an adjacent trim piece 339, avariation of which is illustrated in FIG. 68. The adjacent trim piece339 may be attached to the vehicle structure 349 in any of a number ofvariations underneath the hood 3, such as with one or more threaded orsnap-in fasteners 349. The trim piece 337 and the adjacent trim piece339 may comprise any of a number of materials including, but not limitedto plastic or rubber.

In a number of variations, the surface of the fender 9 may act as adeployment door. The fender 9 may include a formation in its sheet metal351 of varying geometries to provide a hinge which may cause the fender9 to hinge away from the cushion assembly 55 during deployment and mayact as a deployment door, a variation of which is illustrated in FIG.68. In another variation, the fender 9 and discrete deployment door maybe integrated together so that the integrated fender discrete deploymentdoor may include elements of both the fender deployment door and adiscrete deployment door.

In another variation, a frangible feature 353, such as a weakened orthinner portion of material, may be incorporated into a trim piece 359which may allow the top portion 361 of the trim piece 359 to break freefrom the bottom piece 363 of the trim piece 359, a variation of which isillustrated in FIG. 69. The top portion 361 of the trim piece 359 maythen remain attached to the fender edge 341 which may protect thecushion assembly 55 from contacting the edge 341 of the fender 9 duringand after deployment when the frangible feature 353 breaks causing thetop portion 361 to separate from the bottom piece 363 as the cushionassembly 55 deploys through this created opening. In another variation,an edge protector 355 may be attached to the edge 341 of the fender 9and may contact a trim piece 365 which may be configured to mate withand/or shingle under the edge protector 355, a variation of which isillustrated in FIG. 70. This may help protect the cushion assembly 55from the edge 341 of the fender 9.

In another variation, a bead of caulk 357 or similar material may beplaced across the edge 341 of the fender 9, a variation of which isillustrated in FIG. 71. This may help protect the cushion assembly 55from the edge of the fender 341. The trim pieces may have separatefasteners 349 to the vehicle body 13, a variation of which isillustrated in FIGS. 69 and 70, or may have integral fasteners. Any ofthe materials 337, 361, 355, 357 attached to the edge 341 of the fender9 may have mechanical grabbing features such as teeth (not illustrated)which may help them stay attached to the fender edge 341

Referring to FIGS. 72-77, in a number of variations, a trim piece 369may be attached to the fender edge 341 in any of a number of variationsincluding, but not limited to, a threaded fastener 373, by adhesivelybonding the trim piece 369 to the fender edge 341, heat staking, or asnap fitting feature 379. In the case of the snap fitting feature 379, avariation of which is illustrated in FIG. 73, the bent lip of the fender9 may include a slot 380 which the trim piece 369 may snap into. Thetrim piece 369 may also include a frangible feature 375 such as aweakened or thinner portion of material so that during deployment, thetop portion 381 of the trim piece 369 may break free from the bottomportion 383 of the trim piece 369 which may provide the cushion assembly55 with protection from the fender edge 341.

The trim piece 369 may be attached to the vehicle body 13 in any of anumber of variations including, but not limited to a threaded fastenerand/or snap-in fastener. In another variation, the trim piece 369 may beattached to the vehicle body 13 using a frangible fastener. In anothervariation, the fastener used to attach the trim piece 369 may be seatedin an oversized hole which may allow the trim piece 369 to rotate (in aclockwise direction) and detach from the fastener as the trim piece 369is pushed by the deploying cushion assembly 55, a variation of which isillustrated in FIGS. 73-74. The rotated trim piece 369 may provide thecushion assembly 55 with further protection from the edge 341 of thefender 9.

In another variation, a slot 387 may be located in the trim piece 369which may enable up and down adjustment, a variation of which isillustrated in FIGS. 75-76. In another variation, a trim piece 389 maybe configured to include a flap 395 which may shield the trim piece 389to vehicle structure 13 attachment from the cushion assembly 55, avariation of which is illustrated in FIG. 76.

The trim piece 389 may be attached to the vehicle body 13 in any of anumber of variations including, but not limited to, a threaded fastener,a push-in fastener, or heat staking. In another variation, an edgeprotector 397 may be attached to the fender edge 341. The edge protector397 may include a snap feature 401 and a trim piece 399 may include asnap feature 403 which may snap the two of them together, a variation ofwhich is illustrated in FIG. 77. The fender 9 and the trim piece 399 maybe constructed and arranged via their geometry to reduce or preventwater from contacting the pedestrian protection airbag module 81.

Referring to FIGS. 78-81, in a number of variations, a fender integrateddeployment door 409 may include any of a number of release options. Thefender 9 may be comprised of any of a number of materials including, butnot limited to steel, aluminum, plastic, or a composite material.

In one variation, the fender integrated door 409 may have an attachmenttab 406 having a hole 407 which may be attached to the sheet metal ofthe vehicle 13 with the use of a frangible fastener 405, a variation ofwhich is illustrated in FIG. 78. During deployment, the frangible faster405 may break which may allow the fender integrated sheet metal door 409to protrude outwards or detach from the vehicle 13.

In another variation, the fender integrated sheet metal door 409 mayhave an attachment tab 410 with a slot 411. The slot 411 may be largerat the fastener location so that the fender may move outward duringdeployment and still remain attached at this location. In anothervariation, the fender integrated sheet metal door 409 may have a tab 412having an open ended slot or keyhole 413 which may allow the fender todetach from the vehicle body 13 at this location upon deployment, avariation of which is illustrated in FIG. 80. Alternately, an open endedslot or keyhole may be located on the vehicle body 13.

In another variation, a fender integrated door 409 may have anattachment tab 414 having a slot with a frangible web or a partial web415, a variation of which is illustrated in FIG. 81. This type of slotmay also be located on a bracket mounted to the vehicle body 13.

In yet another variation, the features cited in FIGS. 78-81 which enablefender 9 movement during deployment may be located on one or morebrackets coming off of the body structure 13 or the body structure 13itself that in turn mate up to one or more attachment features on thefender 9.

Referring to FIGS. 82-84, in a number of variations, a fender integratedsheet metal deployment door 409 may include at least one tether 417, 419which may assist in controlling the fender 9 kinematics. In a number ofvariations, the tether 417 may be attached to at least one of the fender9, the vehicle structure 13, the hood 3, and/or the airbag module 81. Inone variation, a tether 417 may be one piece and may have a hole 425 oneach opposing end which may be configured to accept an attachment device423, a variation of which is illustrated in FIG. 83. An attachmentdevice 423 may be inserted into the tether holes 425 and secured with alock washer 427 to create a sub-assembly with a captured attachmentdevice 423 which can then be installed to the vehicle.

In another variation, a tether 419 may be made of a flexible material.Each opposite end of the tether 419 may be bent to form a loop 435 whichmay be secured with a securing component 437, a variation of which isillustrated in FIG. 84. An attachment device 423 may be placed into theloop 435 and secured with a lock washer 427 to create a sub-assemblywith a captured attachment device 423 which may then be installed to thevehicle. The first end of the tether 429 may be attached to the fenderedge 341 or another location on the fender 9 body with the attachmentdevice 423 and the second end of the tether 431 may be attached to atrim piece 433, a housing 296, or vehicle structure 13 or some othercomponent adjacent to the vehicle structure 13. The attachment device423 may be any of a number of attachment devices including, but notlimited to a bolt or a stud, and a corresponding nut or nut shapedreceptacle.

In yet another variation, the tether 417, 419 may have a curved orhooked end at one or both of the ends that routes through a hole, oneslot, or two slots in the mating attachment surface. In anothervariation, the tether 417, 419 may have a loop in the middle thatshortens it in the undeployed state and which pulls out as the tether417, 419 stretches to full length upon deployment. This loop may besimilar to a loop on a coiled spring and the tether material maycomprise a spring type material. In yet another variation the tether417, 419 may attach to a fender 9, flange bent off of a fender edge 9,to vehicle body 13 attachment, to an adjacent trim piece 359, 369, and ahood 3. It may also be attached to an object attached to one of theseitems such as for example: to a fastener that at least temporarily joinsadjacent components, to a device such as a light, reflector, emblem, orvent attached to the fender 9, and/or to a body mounted bracket. Inanother variation the tether 417, 419 may be combined with tether 235 sothat both form a continuous element. In yet another variation any of thetethers 417, 419, 235 may be integrated into a vehicle wiring harnessthat connects to the airbag module 81 or an adjacent electricalcomponent such as a light or a door closure switch.

Referring to FIGS. 85-87, in a number of variations, the fenderintegrated deployment door hinge may be in any of a variety ofconfigurations. In one variation, a hinge line 443 may be located acrossthe emblem area 439 of the fender 9, a variation of which is illustratedin FIG. 85. In this variation, there may be one or more holes or slots440 in the emblem pocket 442 that may also help form the integrateddeployment door hinge. In a similar manner, the pocket may house alight, reflector, or other styling element.

In another variation, a hinge line 443 may be located across the ventarea 269 of the fender 9, a variation of which is illustrated in FIG.86. A hinge 445 may be formed by the removal or absence of a portion ofthe underside material of the fender 9, a variation of which isillustrated in FIG. 87. The hinge 445 may also be formed by a large holein the fender 9 for a feature such as an emblem 439 where the emblempocket 442 consists of a large hole, or the vent 269, a variation ofwhich is illustrated in FIG. 86.

In another variation, the hinge 445 may be formed by a reduced amount offiber or the absence of fiber in the hinge region wherein the fender 9may comprise a composite material.

Referring to FIG. 88, a hood 3 may include a mounted shingling feature455. The mounted shingling feature 455 may include a trim piece 447configured to attach to hood 3 in any of a number of variationsincluding, but not limited to, a threaded fastener, bonding, heatstaking or a snap feature 451. The mounting shingling feature 455 mayalso consist of a rolled edge with caulking, similar material and/or asnap-in bead or seal present. This may help in preventing the cushionassembly 55 from deploying underneath the hood 3. A fore-aftreinforcement 449 may be attached to the trim piece 447 which mayprevent breakage of the trim piece 447. A mounted shingling feature 455may also be used on an A-pillar 7 or any adjacent surface which may havean exposed edge. Likewise, the fore-aft reinforcement 449 may be appliedto any of the fender shingling concepts herein.

The above description of variations within the scope of the invention ismerely illustrative in nature and, thus, variations or variants thereofare not to be regarded as a departure from the spirit and scope of theinvention. For instance, any pieces described for the pedestrianprotection air bag module 81, the deployment door 19, the fender 9, andany other adjacent pieces or components may be made of more pieces thatare attached together, for instance with a different show surface pieceand a different substrate or structure piece. In another variation, itmay be possible to have both a fender 9 that moves and acts as adeployment door to allow the cushion assembly 55 to deploy and anadjacent deployment door 19 that also simultaneously moves to allow thecushion assembly 55 to deploy where both of these parts move in concertto create an open deployment path.

Variation 1 may include a product comprising: an airbag mounted in afender region laterally adjacent a hood and forward of a vehicle sidedoor which deploys from the fender region when activated to protect apedestrian from impacting at least a portion of the frontal area of avehicle structure.

Variation 2 may include a product as set forth in Variation wherein theairbag further comprises a cushion and an inflator, wherein the cushionattaches to the inflator via at least one clamp.

Variation 3 may include a product as set forth in any of Variations 1-2wherein the airbag further comprises a housing, wherein the housing isconstructed and arranged to prevent water and other contaminants fromentering into the housing.

Variation 4 may include a product as set forth in any of Variations 1-2wherein the airbag further comprises a housing, wherein the housingincludes a structural element to reduce bellmouthing and to control acushion deployment trajectory of the airbag.

Variation 5 may include a product as set forth in any of Variations 1-4wherein the airbag has at least one of a general “I” shape, a general“L” shape, or a general “T” shape.

Variation 6 may include a product as set forth in any of Variations 1-5wherein the airbag further comprises at least one of an internal cushiontether or a tubular cushion region attaching at least two cushionportions together to stabilize it.

Variation 7 may include a product as set forth in any of Variations 1-6wherein the airbag further comprises at least one flap that protects theairbag from at least one of a fender, an A-pillar, a hood, a windshieldwiper, a hood hinge mechanism, a deployment door, or any localized bodyattachments or trim.

Variation 8 may include a product as set forth in any of Variations 1-7wherein the airbag further comprises a tether wherein the tetherattaches to a vehicle structure.

Variation 9 may include a product as set forth in Variation 8 whereinthe tether routes through a sleeve in an airbag cushion and controls aportion of the airbag cushion's trajectory as the sleeve moves along thetether during deployment.

Variation 10 may include a product as set forth in any of Variations 1-9wherein a cushion attachment on the airbag is attached to a rod andwherein the cushion attachment moves along the rod during deployment,and wherein the rod is attached to a vehicle structure.

Variation 11 may include a product as set forth in any of Variations1-10 wherein one of the hood or the A-Pillar is constructed and arrangedto prevent the airbag from deploying underneath it.

Variation 12 may include a product as set forth in any of Variations1-11 wherein the airbag deploys above the hood.

Variation 13 may include a product as set forth in any of Variations1-12 wherein the airbag provides coverage for at least one of a rearwardregion of the hood, a lower windshield, an A-pillar, an outboard regionof the hood, or a fender.

Variation 14 may include a product as set forth in any of Variations1-13 wherein the airbag module is attached to a vehicle structure insidea fender.

Variation 15 may include a product as set forth in any of Variations1-14 wherein at least one airbag module to vehicle attachment grounds aninflator to a vehicle body.

Variation 16 may include a product as set forth in any of Variations1-15 wherein the airbag module is inserted into the vehicle through anopening in the wheel well.

Variation 17 may include a product as set forth in Variation 8 whereinthe routing of the tether is at least one of fore-aft between a fenderand a hood hinge, fore-aft along an A-pillar, or laterally forward of awindshield wiper and rearward of a hood hinge.

Variation 18 may include a product as set forth in Variation 10 whereinthe routing of the rod is at least one of fore-aft between a fender anda hood hinge, fore-aft along an A-pillar, or laterally forward of awindshield wiper and rearward of a hood hinge.

Variation 19 may include a product as set forth in Variation 1-18wherein one of a tether or rod passes through at least one of a slot,opening, or grommet between its termination locations.

Variation 20 may include a product comprising: at least one airbaglocated in a fender region of a vehicle which deploys above a frontexterior of a vehicle and covers at least a portion of a frontal regionof the vehicle to protect a pedestrian from at least a portion of thefrontal region of the vehicle.

What is claimed is:
 1. A product comprising: an airbag mounted laterally in a rear end of a fender laterally adjacent a hood and forward of a vehicle side door which deploys from the fender when activated to protect a pedestrian from impacting at least a portion of the frontal area of a vehicle structure, and wherein the airbag further comprises a tether, wherein the tether attaches to a vehicle structure.
 2. The product of claim 1, wherein the airbag further comprises a cushion and an inflator, wherein the cushion attaches to the inflator via at least one clamp.
 3. The product of claim 1, wherein the airbag further comprises a housing, wherein the housing is constructed and arranged to prevent water and other contaminants from entering into the housing.
 4. The product of claim 1 wherein the airbag further comprises a housing, wherein the housing includes a structural element to reduce bellmouthing and to control a cushion deployment trajectory of the airbag.
 5. The product of claim 1 wherein the airbag has at least one of a general “I” shape, a general “L” shape, or a general “T” shape.
 6. The product of claim 1 wherein the airbag further comprises at least one of an internal cushion tether or a tubular cushion region attaching at least two cushion portions together to stabilize it.
 7. The product of claim 1 wherein the airbag further comprises at least one flap that protects the airbag from at least one of a fender, an A-pillar, a hood, a windshield wiper, a hood hinge mechanism, a deployment door, or any localized body attachments or trim.
 8. The product of claim 1 wherein a cushion attachment on the airbag is attached to a rod and wherein the cushion attachment moves along the rod during deployment, and wherein the rod is attached to a vehicle structure.
 9. The product of claim 8 wherein the routing of the rod is at least one of fore-aft between the fender and a hood hinge, fore-aft along an A-pillar, or laterally forward of a windshield wiper and rearward of a hood hinge.
 10. The product of claim 1 wherein the airbag deploys above the hood.
 11. The product of claim 1, wherein the airbag provides coverage for at least one of a rearward region of the hood, a lower windshield, an A-pillar, an outboard region of the hood, or a fender.
 12. The product of claim 1, wherein the airbag is attached to a vehicle structure inside the fender.
 13. The product of claim 1, wherein at least one airbag module to vehicle attachment grounds an inflator to a vehicle body.
 14. The product of claim 1 wherein the airbag is inserted into the vehicle through an opening in the wheel well.
 15. The product of claim 1 wherein the routing of the tether is at least one of fore-aft between the fender and a hood hinge, fore-aft along an A-pillar, or laterally forward of a windshield wiper and rearward of a hood hinge.
 16. The product of claim 1 where one of a tether or a rod passes through at least one of a slot, opening, or grommet between its termination locations.
 17. The product of claim 1 wherein one of the hood or an A-Pillar is constructed and arranged to prevent the airbag from deploying underneath it.
 18. A product comprising: an airbag mounted in a fender region laterally adjacent a hood and forward of a vehicle side door which deploys from the fender region when activated to protect a pedestrian from impacting at least a portion of the frontal area of a vehicle structure, wherein the airbag further comprises a tether wherein the tether attaches to a vehicle structure, and wherein the tether routes through a sleeve in an airbag cushion and controls a portion of the airbag cushion's trajectory as the sleeve moves along the tether during deployment.
 19. A product comprising: an airbag mounted laterally in a rear end of a fender laterally adjacent a hood and forward of a vehicle side door which deploys from the fender when activated to protect a pedestrian from impacting at least a portion of the frontal area of a vehicle structure, and wherein the airbag further comprises at least one of an internal cushion tether or a tubular cushion region attaching at least two cushion portions together to stabilize it. 